MUNIN’s Autonomous
Engine Room
MUNIN – Final Event, Hamburg, Germany, 10th-11th June 2015
Michael Schmidt, M. Sc.
MarineSoft GmbH
Michael.Schmidt@MarineSoft.de
http://www.unmanned-ship.org
SST.2012.5.2-5: Grant no. 314286
E-guided vessels: The 'autonomous' ship
Partners & Tasks

MarineSoft

Marintek

Marorka

Hochschule Wismar
1.
System Analysis and Redesign (
2.
Information Gathering and Process Management (
3.
Repair and Maintenance Optimisation
)
for Unmanned Operation (
4.
,
Optimal Environmental Performance (
2
)
)
)
Initial Situation & Targets
Initial Situation:
 state-of-the-art Engine room with OUT24
 Two-stroke low speed turbocharged crosshead Dieselengine with a
directly coupled fixed pitch propeller ( e.g. MAN B&W 6S50ME )
Target:
 An engine can reliably operate for an intercontinental voyage without
physical interference from a person in the engine room
3
System Analysis and Redesign I
Requirements to the autonomous engine room:

All operating functions that are possible in the engine control room
(ECR) must be carried out from Shore Control Centre (SCC).

Changeover of all necessary heating and pre‐heating to electrical
operation

Change to Marine Diesel Oil (MDO) as main engine fuel

Filling the main engine crankcase with inert gas so that explosions are
avoided and the risk of fire is reduced

Redundant implementation of sensors and monitoring of cable breaks
4
System Analysis and Redesign II

High redundancy in electrical power generation, one GenSet must be
able to deliver the required electrical power

Additional automatic filters for fuel oil and lubrication oil of the main
engine

Design of an automatic, redundant system for switching the tanks

Additional noise, vibration monitoring in the machinery spaces

Monitoring of the machinery spaces and bilges via infrared cameras and
corresponding lighting for normal cameras

Extended fire alarm

Extended bilge monitoring

Extended diagnostic systems of the non-redundant main engine
5
System Analysis and Redesign III
Possible diagnosis system for the main engine:

Revolution uniformity, load balance control,

Leakage measurement system,

Cylinder pressure and injection pressure monitoring,

Piston ring monitoring,

Liner temperature monitoring,

Torque measurement,

Performance monitoring,

Bearing temperature monitoring,

Bearing distance monitoring system
6
Information Gathering and Process
Management I

Enhanced data traffic through additional sensors and diagnostic systems

Limited communication bandwidth to the SCC
 Offshore data processing needed
 Offshore decision making is needed for real autonomy

The Autonomous Ship Controller (ASC) for unmanned ships
 Autonomous Bridge Controller System
 Autonomous Engine Monitoring and Control System
7
Information Gathering and Process
Management II
8
Repair and Maintenance Optimisation
for Unmanned Operation I

Operation of a ship without personnel on board requires a new
maintenance management concept. There exist both hazards and critical
functions related to main engine. How serious is poor maintenance?

A structured approach has been developed in order to develop the
maintenance concept:
IDEA:
Unmanned
shipping
Maintenance
concept
Step 1:
Requirements
Step 2:
System
selection and
definition
Step 3:
Analysis of
existing
concept (ASIS)
Step 5:
Step 4:
Identify gap
Develop new
concept
(TO-BE)
Step 6:
Evaluate
concept
Source: Rødseth & Mo (2014): Maintenance Management for Unmanned Shipping, COMPIT
9
Repair and Maintenance Optimisation
for Unmanned Operation II

From a reliability perspective, Failure Modes, Effects, and Criticality
Analysis (FMECA) has been performed with 6 steps.

Technical issues such as carry water overflow and leakage through piston
rings has been identified as critical events.

Measures have been proposed in order to accept the concept for the
design stage.
10
Repair and Maintenance Optimisation
for Unmanned Operation III
11
Optimal Environmental Performance I

Highly dependent on a comprehensive monitoring and maintenance
system.

Key performance indicators as part of the maintenance system used to
track performance and for preventive maintenance.

Data collection for tracking performance and reporting to authorities.

Optimization algorithms to intelligently share the ships electrical load
between electrical producers.
12
Optimal Environmental Performance II

Performance indicators react to technical issues such as carry water
overflow and leakage through piston rings.

Load sharing algorithm analyses the required electrical load and
recommends running conditions for electrical energy producers.

Upon request, shore controllers can request a emission report and/or a
performance report for a sailed leg.
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MUNIN’s Autonomous
Engine Room
Thank you for your attention.
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